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CLEVELAND 

PUBLISHED UNDER THE AUSPICES OF THE 

Manufacturers and Wholesale Merchants Board 

O F 

The Cleveland Chamber of Commerce 


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Dedicated to 

America’s Allies in the 

Great War 

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Chamber of Commerce Building, Cleveland 
































































Foreword 


To Our Allies and Friends: 

This book is presented to you by a representative of a special mission from 
the Manufacturers and Wholesale Merchants Board of the Cleveland Chamber of Com¬ 
merce. It is planned to acquaint you more intimately with that great industrial and 
commercial city which we of Cleveland are proud to call home. 

Cleveland has long been a cosmopolitan among American cities, both by the 
nature of its citizenship, gathered as it is from the four corners of the earth, and by the 
broad outlook of its citizenship as well. Cleveland never has been insular or isolated. 

And so, when war engulfed the old world, Cleveland, in the heart of the new, 
and typifying, as perhaps few other American cities, the spirit of liberty and democracy, 
was quick to make common cause with the nations which were upholding these princi¬ 
ples against the black legions of tyranny. 

Now that the war is over and the problems of reconstruction are before the 
world, Cleveland wishes to be among the first of American cities to make common cause 
with her allies and friends in the solution of these common problems. The mission of 
this Chamber of Commerce committee is to learn, as well as it may be able, how best 
these things may be accomplished. 

Just as society has grown strong through the interdependence of individuals, so 
the world must grow strong through the interdependence of nations; and the nation which 
considers itself self-sufficient must confess itself weak. Americans everywhere realize a new 






















world relationship and world kinship as a result of the war. The sea stretching between 
the two continents is proved to be no longer a barrier. America is ready and eager to 
take her place in world affairs. 

But America chiefly desires that this position be one wholly of good will and 
friendship. And so this Chamber of Commerce committee comes in the spirit of America 
on a mission of friendship—not in greed or covetousness or self-seeking, but in an atti¬ 
tude of helpfulness in its new relationship with its sister nations. 

Cleveland is proud to be among the first to bear this message across the sea. 

What Cleveland can do toward the realization of these conceptions of a new relationship 
shall be done. 















!F^3 














































Cleveland Today—Reasons for Its Progress 

/CLEVELAND, Sixth City of the United States, is in the very center of things 
American. One-half the population of the United States and Canada lives within 

500 miles of it. More than half the manufactures of the continent lie within the 
same radius. 

And 121 years ago the site was a wilderness. The first settler wrote hopefully 
to his employers in the East that, under favorable conditions, the village which bore his 
name might one day rival in importance Windham, in the state of Connecticut, which 
had then some 1,400 inhabitants. Windham has increased in size ten-fold in twelve 
decades^and Cleveland has nearly 1,000,000 people. 

But there is no element of chance in city growth. The hands that framed 
the hills and marked the water courses determined where men should come together by 
the thousands, where busy towns should prosper and villages decay. When the land 
was made it was ordained that Cleveland should thrive. 

Even as sea-borne commerce follows the trade winds and the great ocean cur¬ 
rents, so the trade that goes by land must follow water courses and their easy grades. 

And where the water grade and the blue water come together, there cities have to be. 

Lake Erie, and the easiest of land communication with the coal fields and the limestone of 

Ohio, West Virginia and Pennsylvania, are the two chief elements in Cleveland’s growth. 

Cleveland is an easy city to reach, with travel facilities unequalled on the con¬ 
tinent. It can be reached overnight from the Atlantic seaboard or the Mississippi river. 


























































It has ninety passenger trains daily, and steamship lines, up and down the Great Lakes, 
discharge their passengers at magnificent, municipally-owned piers. Every Eastern trunk 
line in the nation enters Cleveland with its freight and passenger tracks. The Great 
Lakes provide the greatest system of inland waterways in the world. 

Some cities grow because they have the only good harbors on inhospitable 
coasts, and others because they are natural railway centers. Abundance of raw materials 
ready to hand may stimulate the development of another, and the quality of its citizen¬ 
ship may make a fourth community deserve prosperity. Cleveland has not the only 
good harbor of Lake Erie’s south shore, but it does enjoy other advantages which have 
literally compelled increase in population. 

The Great Lakes provide the cheapest of freight highways. Water-borne freight 
from the lakes and land-borne freight from a rich mining and agricultural territory meet 
naturally at this one point. 

Ohio is a great producer of limestone. Ohio and West Virginia produce 
enormous quantities of coal and so does Pennsylvania. At the head of Lake Superior 
are the greatest iron ore deposits in the world. Where iron ore and coal and limestone 
come together there iron and steel may be produced more cheaply than in any other 
place. Moreover, the coal which comes by train from the Southeast supplies the ore- 
ships from the Northwest with needed return cargoes, and Cleveland profits both com¬ 
ing and going. 

Because of this Cleveland outranks all other American cities in the production 
of steel ships, of wire and wire nails, bolts and nuts, heavy machinery, vapor stoves, 





















University Circle Showing Western Reserve University and Case School of Applied Science, Cleveland 




















































electric carbons, malleable castings, telescopes, printing machinery, electric appliances 
and accessories of every sort. Because of the dense population of its tributary territory 
it is within easy reach of great markets with steady buying power, and its possibilities 
for the future are practically without limit. 

Cleveland has room to grow. The Cuyahoga river supplies an excellent natural 
harbor, a waterway to great steel plants in its upper valley. The industrial development 
of the lakefront, behind a great breakwater more than six miles long, has included the 
erection of scores of manufacturing plants along the railroads which skirt the shore. 

The city spreads out, fan-wise, from the river mouth and the rich farm lands 
of Northern Ohio afford space for the greatest of cities. There are almost 1,000,000 
inhabitants now, and transportation plans for the future, drafted by government engineers 
and approved by the railroads contemplate the accommodation of the travel and traffic of 

3,500,000 people. Already Cleveland stretches for seventeen miles along the water front, 
covers fifty-three square miles of territory, and boasts the most diversified industries of 
any city on the continent. 

Steel leads in Cleveland industry. More capital is invested in it; it consumes 
more raw material; its finished product is more valuable than anything else that Cleveland 
makes. The Lake Superior district supplies the bulk of the nation’s ore. The Cleveland 
district takes the bulk of Lake Superior’s ore. 

The Cleveland district is the greatest ship-building center in the world, the 

Clyde alone excepted. Three hundred and two vessels are registered from it, including 
six barges and twenty-nine sailing vessels, with a gross tonnage of more than 1,000,000 























































































tons. Four out of five freight boats which ply the Great Lakes are owned or controlled 
in Cleveland. In the ore, coal, and grain trades, more than 450 bulk freighters are em¬ 
ployed, and such steamers are built in Cleveland by the dozen. The bulk freighter 
averages 600 feet in length and has a capacity of 10,000 to 12,000 tons. Construction 
is standardized to a marked degree, and is characterized by phenomenal speed. 

Because of its location, Cleveland enjoys high rank in the production of automo¬ 
biles, aluminum, brass castings, nuts and bolts, wire and wire springs, fence and nails, 
tacks, tools, machine tools, incandescent lamps and dry batteries, hoisting and convey¬ 
ing machinery, screws, stoves for oil, gas and coal, steel ships, metal stampings and 
hardware of every kind. 

Cleveland leads all other American cities in the production of things electrical. 
More than 90 percent of high-candle power incandescents are produced in Cleveland 
plants. 

The inventor of the arc lamp was a Clevelander. Cleveland was the first city 
to adopt electrical street lighting. It is today the center of illuminating science for the 
w orld. It is, moreov er, the leader in the production of automobile batteries, generators, 
vacuum cleaners, electric fans, electric trucks, electric cranes and electrically driven machinery 
of every kind. 

Ten recognized leaders among motor cars are built here, as well as electric¬ 
ally driven cars of the best type. No other city in the world has so great an automo¬ 
bile accessory business. Cleveland produces more automobile, wagon and carriage springs 
than any other city. It is without a rival in the making of automobile storage batteries. 















































motor cylinders, rims and tubing, frames, axles, bearings, fittings of every kind, bodies, 
carburetors, crankshafts, motors, wheels, forgings, stampings and castings. Of every 
dollar that goes to the making of automobiles in America thirty cents is spent in Cleveland. 

Cleveland holds second place among American cities in the manufacture of 
women’s outer garments. Its eight woolen mills produce annually cloth sufficient for 
2,000,000 suits. Its blanket and knitting mills are among the largest in the country, 
and their contributions in war time were of enormous value. As a dry goods market it 
is surpassed only by New York, Chicago, and St. Louis. 

Cleveland is the hardware center for the nation, in manufacturing and jobbing, 
and one of the greatest paint and varnish centers. It boasts the largest paint factory in 
the world, and its paint salesmen, like its hardware salesmen, its automobile salesmen, 
and its buyers in every line, invade every market in the world. 

Cleveland is also the paving brick center for the nation. With its municipal 
suburbs it has more than six hundred miles of brick pavement. Its immediately tributary 
territory is famed as the best paved rural district in the world. 

This growth is one of sixty years. When the Crimean war began Cleveland had 
less than 20,000 inhabitants, and its sole activities, aside from wholesale and retail business, 
were shipping and ship-building. It was the fortieth city in the United States then. In 
1910 but five American cities were larger, and every one of them was among the first 
eight cities of the nation when the Crimean war ended. Government estimates for the 

current year place Cleveland in fourth place. 

In 1853 the only manufacturing establishments regarded as worth listing were 



































































one copper smelting mill, one rolling mill, and one car factory. In 1918 the listed manu¬ 
factories exceeded 3,000, and the capital therein invested had passed the $500,000,000 
mark. Salaries and wages exceeded $150,000,000 annually, and the cost of materials used 
approached $300,000,000. The average number of wage earners employed during the 
year exceeded 270,000. Federal census reports numbered among its industries such plants 
as these:—Automobiles and automobile bodies and parts, boxes, fancy and paper, brass 
and bronze products, bread and bakery products, brick and tile, cars and shop con¬ 
struction and repair by steam railroad companies, chemicals, clothing for both sexes, 
confectionery, cooperage, copper, tin and sheet iron, cutlery and machine tools, electrical 
machinery, apparatus and supplies, foundry and machine shop products, furniture and 
refrigerators, gas and electric fixtures, lamps and reflectors, hosiery and knit goods, iron 
and steel, steel works and rolling mills, leather and leather goods, malt liquors, lumber 
and timber products of every kind, millinery and lace goods, paint and varnish, patent 
medicines and compounds, and druggists’ preparations, printing and publishing, slaughter¬ 
ing and meat packing, stoves and furnaces, for gas, oil and coal, tobacco. 

Despite its astonishing growth in population and in industrial importance Cleve¬ 
land has never known a “boom”, or suffered because of one. It has been conservative 
in the annexation of contiguous territory, and the steadiness of its development is proof 
enough that such development was deserved and natural. 

Financially Cleveland ranks as high as industrially. With less than 1 per cent, 
of the population of the United States it has 4 per cent, of the entire savings bank deposits 
of the nation. It is fourth in financial importance of American cities. 

















































Like every great American city Cleveland is truly cosmopolitan. Twenty-six 
several nationalities from overseas are reckoned among its inhabitants, and their numbers 
far exceed those of the native American stock. Under some circumstances a heterogeneous 
population such as this might prove a misfortune, but not there. 

Cleveland is essentially a city of homes, the percentage of residences owned by 
occupants being 35.2 per cent, at the last federal census, a higher proportion than any 
other large American city could show. It is a healthful city, boasting the lowest death 
rate of any large American community—one which has never exceeded 15.7 per thousand 
inhabitants. It is a comfortable city to live in, summer and winter, its climate being 
tempered by Lake Erie. 

Cleveland has 53 square miles of territory, 600 miles of pavement, 400 miles of 
street railway trackage. It has sixteen parks with an acreage of 2,420, and never a 
“Keep Off The Grass” sign in any one of them. 

The parks are, indeed, the city’s playgrounds and dancing pavilions, bathing 
beaches, skating rinks, baseball and football fields and golf links are always open to the 
public. Moreover the city maintains no less than twenty municipal playgrounds, each in 
charge of a competent director. 

Cleveland has 110 grade schools and twelve high schools—three of them tech¬ 
nical, as well as fifty-seven parochial schools. It is the seat of one technical school, a 
university and a Jesuit college. Its public library system maintains forty-six branches and 

590 distribution agencies, and has the best record in volume circulation per capita of 
any public library in America. 











































Cleveland lies on the south shore of Lake Erie, 584 miles west of New York, 
at an altitude of 575 feet above sea level. It is the northern terminus of the old Ohio 
canal, now abandoned, but at one time a great commercial waterway between the Great 

Lakes and the Ohio and Mississippi valleys, and its inner and outer harbors, developed 
largely by Federal appropriations, will accommodate almost any fleet. 

Lake steamers, largely because of the necessity for entering river harbors, are 
seldom of more than 24 feet draught, but familiarity with the waters in which they ply, 
and the fact that lake waves are neither high nor long, has made unnecessary such fre¬ 
quent bulkheading as ocean-going craft require, and cargo space is correspondingly in¬ 
creased. These steamers ply the lakes from April to December, laden with coal and 
grain and ore, on schedule figured almost as closely as those of trams. 

Cleveland, by passenger boat, is only a night’s ride from Buffalo or Detroit. 

By rail it is only a night from New York, Chicago, Washington or Philadelphia. Thanks 
to the Welland Canal around Niagara Falls and to the Canadian canals of the lower St. 
Lawrence, its harbor is open to the smaller ocean-going steamships. During the war, 
indeed, scores of lake steamers have gone out to the Atlantic to assist in the carrying 
of men and munitions, while scores more have been cut in two, bulkheaded and towed 
out in sections to pass through the canals. At tide-water they were put together again 
for ocean service. 

Cleveland’s trade of this nature is hardly developed as yet, but the lengthening 
of canal locks at Niagara and along the St. Lawrence will make possible the passage of 
larger vessels to the ocean. For slow freight, at least, the city is sure to become a 
























Recent Business Development on Upper Euclid Avenue 
















































real ocean port. The great barge canal across New York State already provides a water¬ 
way to the coast. 

Seven trunk line railways have terminals in Cleveland, and plans are already 
far advanced for the creation of a joint passenger station which shall accommodate not 
only every steam passenger train which enters the city, but every electric interurban car 
as well. 

But elements other than the purely physical have entered into Cleveland’s 
growth. Perhaps because of the high quality of its pioneer settlers, perhaps because the 
conditions of frontier life compelled a spirit of co-operation which has since endured, 
Cleveland has developed, and has profited by an ability for “team-play” which has proved 
invaluable. 

Cleveland was the first American city to adopt electric lighting for its streets 
and the first to adopt the “daylight saving” plan evolved in the United Kingdom. It 
was the first to eliminate by legislation the horrors of July Fourth celebrations, and to 
put the honoring of Independence Day upon a sane basis. Cleveland was the first 
American city to use “pay-enter” street cars and to enforce a “skip-stop” system to speed 
up surface street car service. It was the first, too, of American municipalities to apply 
to a public service corporation that principle of municipal control and limited return 
upon investment which has been favorably received and widely copied elsewhere. 

Like other American municipalities, Cleveland came late to the planning for 
its own future, but it has made astonishing strides in the last two decades. Its public 
buildings are being grouped, at a cost of some $20,000,000, on the bluff above the lake 











































































and within a few blocks of the main retail district. In order to procure a desirable 
degree of uniformity throughout the suburbs which, one day, are expected to become 
part of the city, the co-operation of such suburbs has been obtained in regulating the 
plans for new highways and the laying out of new residence districts. 

Through civic organizations the encouragement of good types of commercial 
buildings and factories has been much stimulated. The city s School of Art, meanwhile, 
is endeavoring, through its School of Design, to make the most of the artistic talent avail¬ 
able and to develop, for the benefit of Cleveland manufacturers, the designers of the 
future. 

Cleveland, indeed, is planning for the future, and for a great future at that. 
Its climate and its location, its natural advantages of every kind, combine to bring pros¬ 
perity and growth. No city in America has gained so rapidly in size and in industrial 
importance. Few have more to offer to the world or to a civilization which is founded 
upon transportation and trade. 





















































From Settlement to Metropolis 

A Sketch of Cleveland's Begimiings 

A CENTURY and a quarter ago, when France was torn by revolution and England 
had just begun to dream of world empire, impenetrable forests stretched from 
the Appalachians to the Mississippi and from the Gulf of Mexico to Hudson’s Bay. 
Here and there were game trails which served the redmen of the woods. Occasionally 
the daring hunter might find some little clearing with its cabin and its patch of Indian 
corn, but the land was all a wilderness. 

A group of good Connecticut folk had confidence in the West, and believed 
that, as the years passed, it might develop as their own section had within a century and 
a half. They bought a great tract of land along the south shore of Lake Erie, and in 
1796 sent out General Moses Cleaveland and a party of surveyors to choose a town site. 

General Cleaveland chose the mouth of the Cuyahoga river, confident that, 

despite a troublesome sand bar, a harbor might one day develop, and his helpers cleared 
a little tract of land. 

The spot had been visited before. Great mounds of earth-tumuli-showed 
where that forgotten race known as the Mound Builders had lived in centuries gone. 
Relics might be found of Moravian missionaries and of those heroic French Jesuits who 
first brought the gospel to the Indians and civilization to the interior of the continent 
White men and women, captives of the Indians, had been held there in the rude shelters 








































DARK SPACE SHOWS PORTION OF UNION STATION DEVELOPMENT 


Cleveland’s Public Square, Armistice Day, November 11, 1918 

r 






























































































of the aborigines, and the story ran that these, a century before, the Iroquois had lit¬ 
erally wiped out the nation of the Eries in a great battle. 

The river mouth was known as Point au Pines to those who sailed the lakes 
in hand-hewn sloops. A British military expedition, bound to the relief of Detroit, had 
been wrecked there in 1764, and ten years later French traders and fur dealers had main¬ 
tained a station for barter with the Indians for a few winters. 

General Cleaveland and his party laid out their town site on the bluff above the 
river, before winter came and then withdrew eastward, leaving a single man, Job Stiles, 
and his wife to hold the settlement. The next spring the surveyors returned, with other 
families, and in the fall the first wheat was sown on the site of the present City Hall. 
Before that the settlers had been largely dependent upon the charity of the Indians. 

A year later two grist mills were set up, one eastward along the lake and the 
other five miles back from the river mouth, on the trail which led to Ft. Duquesne 
(Pittsburgh). That winter smallpox almost wiped out the settlement, but in the spring, 
when new families came in from the East, the price of land, which is now worth $5,000 
a foot front, had advanced to $12.50 an acre. 

The village grew rapidly, but the settlers had always to fight against the en¬ 
croaching wilderness. In 1802 travellers were attacked by wolves at what is now the 
busiest of the outlying business sections. In 1803 there were grievous Indian troubles 
in the district, and men went armed about their work. 

In 1809 the settlers turned their attention to ship building, and two six-ton 
schooners were built and launched. The next year the first physician settled in the village. 

























































January 23, 1814, Cleveland was incorporated, and municipal life really began. 
At first the town grew slowly. Its inhabitants were farmers or shipwrights or traders 
with the Indians, and the West had not struck its stride. In 1825, however, the sum of 
$5,000 was voted by Congress for the development of a harbor, and two years later the 
Ohio canal was completed as far as Akron, the “rubber city” of today, forty miles to 
the South. 

The next year the first coal was brought in, but no practical use was found 

for it. In 1829 Cleveland had its first newspaper, and in 1831 its first theatrical per¬ 

formances—Shakespeare, of course. 

About that time a real civic spirit began to manifest itself. In 1837 the city 

council borrowed $50,000 with which to build schools and municipal markets. The 

same year the town became a stronghold of those opposed to human slavery, and its 
citizens experienced difficulty with the Federal government as a result. 

By 1841 Cleveland was a real town. It boasted then no less than fifty mer¬ 
cantile houses, which distributed their wares throughout the villages which had sprung 
up in the surrounding forest. There were factories, foundries, machine shops, three daily 
papers and five weeklies, a stone church, a brick church, a wooden church and two banks. 

There was a Board of Trade in 1848, and it undertook to push Cleveland’s 
trade and its community development. That board of trade, chartered by the State with 
twenty members, has now, as the Cleveland Chamber of Commerce, nearly 3,000 mem¬ 
bers, representing every industry within the city’s tributary territory. 

In 1851 the first railroad train entered Cleveland, coming from Columbus, 
capital of the state of Ohio, with 428 passengers, including the governor. The Cleveland 








































































and Pittsburgh Railway was dedicated the same year, and this year also saw the first 
street lamps, burning sperm oil, and the laying of sawn stone sidewalks. Three years 
later Ohio City, a suburb on the west bank of the Cuyahoga, was annexed, and Cleve¬ 
land’s real development began. 

Cleveland’s first great industry was oil refining. The first petroleum refinery 
was erected in 1859, and five years later there were thirty refineries in the city. The 
Standard Oil Company, greatest of petroleum producers and dealers, was organized in 
Cleveland in 1870. In that year Cleveland handled more than one-third of the entire 
product of American oil fields. 

Fuel has always been cheap in Cleveland. The opening of the Ohio Canal in 
1832 made the transportation of coal cheap and easy, and developed commerce with ter¬ 
ritory to southward. In 1855 the first Sault Ste. Marie canal, opening Lake Superior to 
water traffic, was opened, and this made possible the development of that iron ore trade 
which is the key to the city’s growth. 

The growth itself is shown in these census figures: 


YEAR 

POPULATION 

PER CENT OF INCREASE 

IN PREVIOUS DECADE 

YEAR 

POPULATION 

PER CENT OF INCREASE 
IN PREVIOUS DECADE 

1800 

25 


1860 

43,417 

154.9 

1810 

300 


1870 

92,829 

113.8 

1820 

600 

. 

1880 

160,146 

72.5 

1830 

1,075 


1890 

261,353 

63.2 

1840 

6,071 

464.2 

1900 

381,768 

46.1 

1850 

17,034 

180.6 

1910 

560,663 

46.9 



1918 Est. 810,306 



























A Section of Upper Euclid Avenue, Cleveland 




















































Its parks and its paving, its public buildings and its public spirit have kept 
pace with population. There seems every reason to believe that Cleveland is now the 
fourth city in the United States in population. In any event, Cleveland is a good city 
to live in, a community in the best sense of that word. 












































Cleveland Activities in the War 


C LEVELAND'S contribution to the winning of the war was more than the contri¬ 
butions of its shops and factories and shipyards. Cleveland has given from the 
heart. Cleveland has raised for the United States government $352,700,000 in four Liberty 
Loans already floated and has absorbed a substantial amount of the great Anglo-French 
loan floated in America shortly before the United States became a participant in the 
world war. Its gifts to various forms of war relief exceed $17,000,000. 

Of this last sum $4,600,000 was given outright to the American Red Cross in 
its great money raising compaign of 1917, and has gone for the relief of war sufferers 
in France and Belgium, in Italy and Serbia, and elsewhere as well as for the maintain¬ 
ing of hospitals and huts overseas. To this must be added $174,000 raised by Red Cross 
memberships in 1917 and $234,000 collected from the same source in 1918. In every 
instance the city’s contributions have far exceeded its allotted quota. 

Cleveland raised $2,400,000 for the Young Men’s Christian association when, 
in the first year of the war, that organization undertook to finance its work for soldiers 
of the American and allied armies overseas. It contributed $75,000 toward the work of 
t e Knights of Columbus, Catholic fraternal organization. It has given $200 000 to 
Jewish war relief work, and $26,000 more for the establishment of suitable social accom¬ 
modations in American mobilization camps. Cleveland Lutherans have given $55 000 
for the war work of their own sect. 






















British Tank Britannia Destroying Wooden Model on Public Square, Cleveland 
























Clevelanders of foreign birth or immediate foreign extraction have contributed 
largely to specialized relief work in stricken countries overseas. The Poles have raised 
$200,000, the Cecho-Slovaks $75,000 and the Italians $250,000 in addition to their 
respective subscriptions to government loans and their contributions to national relief 
agencies. 

But Cleveland’s greatest war giving was through the medium of its Victory 
Chest”. It was the first great city in the nation to pool its war relief giving, and to 
apportion the receipts of a single campaign among accredited agencies. In May, 1918, a 
thorough canvass of every home, every office, and every store and manufacturing establish¬ 
ment in Cleveland was made by selected workers, and a total of more than $9,000,000 
was su bscribed. This money has made possible the maintenance of the city s various 
social agencies, hard taxed by the strain of war, and has also enabled Cleveland to con¬ 
tribute more generously, in proportion to its population, to relief work overseas. 

In the furnishing of the munitions which helped in the winning of the war 
Cleveland played a large part. One in five of Cleveland’s residents bought government 
bonds to pay for such munitions. Three in five of Cleveland’s workers were busy in 
munition plants. 

Cleveland produced air plane fuselages and engines, air plane parts of every 
kind, shells and range-finders, fuses and hand-grenades, cartridges, belts and clips, gas 
and tanks, uniforms, tractors, and rifle stocks and many other necessities of modern 
warfare. It boasted the biggest howitzer plant in the land and the biggest fuse plant. 
It was the largest producer of 75 millimeter shells and of mounts for guns up to 16-inch 


















Fleet of War Trucks Passing Down One of the Principal Streets of Cleveland 





















































calibre. It turned out many artillery tractors, shell forgings and large quantities of 
projectile steel. 

Cleveland supplemented its work in government loan and in war relief cam¬ 
paigns by the most active support of the federal administration in the matters of food and 
fuel administration. Its food administration was ranked as the best in the state of Ohio. 
Its fuel administration undertook with success, despite universal shortage, to keep the 
war plants running. Cleveland’s branch of the American Protective league, auxiliary to 
the United States department of justice, was complimented from Washington as the most 
effective in its work of eliminating espionage, and preventing evasion of the conscrip¬ 
tion acts. 

Cleveland has sent 56,000 men to war, more than 20,000 of them by voluntary 
enlistment, and it is represented in every branch of the nation’s military and naval 
services. 

Cleveland was, moreover, a naval training station through which 10,000 sailors 
passed in twenty months, and went out fitted for service in the United States navy or in 
the national merchant marine. Its shipyards supplied the Emergency Fleet Corporation 
with many standardized steel ships, together with scores of regular lake freighters, and 
produced, also, nearly a dozen submarine chasers, crews for which were trained on 
lake vessels. 















































VALUE OF CLEVELAND PRODUCTS LAKE SUPERIOR IRON ORE PRODUCT 


Value of products of Cleveland manufacturing establishments in selected 
industries, showing percentage of increase during the years 1909 to 1914 and 
1904 to 1914. — (U. S. Census.) 

This table is particularly interesting as showing the great diversity of Cleve¬ 
land Industries. 


INDUSTRY 

Value of 
Products, 1914 

Per¬ 
centage 
of In¬ 
crease 

1909- 

1914 

Per¬ 
centage 
of In¬ 
crease 
1904- 
1914 

All industries. 

S3 5 2,5 31,000 

29.6 

105.1 

Automobiles, including bodies and parts. . . 

27,117,000 

160.3 

486.4 

Boxes, fancy and paper. 

1,468,000 

28.7 

248.7 

Brass and bronze products. 

2,359,000 

‘8.1 

59.3 

Bread and other bakery products. 

6,908,000 

46.0 

131.7 

Brick and tile . 

Cars and general shop construction and re- 

1,023,000 

33.0 

195.7 

pairs by steam railroad companies. 

4,958,000 

141.1 

194.9 

Chemicals . 

3,130,000 

67.7 

130.0 

Clothing, men’s, including shirts. 

Clothing, women’s. 

9,546,000 

60.4 

220.4 

16,243,000 

27.0 

118.7 

Confectionery . 

Cooperage and wooden goods not elsewhere 

4,965,000 

74.1 

189.5 

specified. 

855,000 

20.8 

118.1 

Copper, tin and sheet iron products. 

Cutlery and tools not elsewhere specified. . . 

3,865,000 

30.3 

433.8 

3,684,000 

53.8 

200.9 

Electrical machinery, apparatus and supplies 

11,358,000 

181.4 

328.1 

Foundry and machine shop products . 

50,951,000 

36.1 

112.0 

Furniture and refrigerators. 

Gas and electric fixtures and lamps and 

1,595,000 

49.0 

66.0 

reflectors. 

974,000 

48.9 

71.2 

Hosiery and knit goods. 

4,051,000 

37.0 

107.0 

Iron and steel, steel works and rolling mills. 

58,752,000 

52.7 

82.0 

Leather and leather goods . 

1,462,000 

61.2 

535.7 

Liquors, malt. 

6,528,000 

4,916,000 

27.4 

63.8 

Lumber and timber products. 

22.3 

28.7 

Millinery and lace goods. 

1,150,000 

*4.6 

882.8 

Paint and varnish. 

Patent medicines and compounds, and 

10,093,000 

64.4 

172.8 

druggists’ preparations. 

2,140,000 

111.9 

402.3 

Printing and publishing. 

14,099,000 

46.3 

129.6 

Slaughtering and meat packing. 

Stoves and furnaces, including gas and oil 

24,737,000 

43.9 

133.0 

stoves . 

8,621,000 

73.2 

186.9 

Tobacco manufactures. 

2,666,000 

*3.7 

39.1 


‘Decreases. 



Total 

Received in Cleveland 

All Other 

Year 

Shipments 

District* 

Ports 


Gross Tons 

Gross Tons 

Per Cent 

Per Cent 

1876 

992,764 

309,555 

31.18 

68.82 

1877 

1,015,087 

724,119 

71.33 

28.67 

1878 

1,111,110 

704,586 

63.41 

36.59 

1879 

1,375,691 

747,432 

54.33 

45.67 

1880 

1,908,745 

1,057,577 

55.40 

44.60 

1881 

2,306,505 

1,204,395 

52.23 

47.77 

1882 

2,965,412 

1,591,085 

53.64 

46.36 

1883 

2,353,288 

1,459,257 

62.02 

37.98 

1884 

2,518,692 

1,608,106 

63.85 

36.15 

1885 

2,466,372 

1,216,406 

50.68 

49.32 

1886 

3,568,022 

1,918,394 

53.76 

46.24 

1887 

4,730,577 

2,956,394 

62.49 

37.51 

1888 

5,063,693 

3,068,465 

60.60 

39.40 

1889 

7,292,754 

4,454,934 

61.09 

38.91 

1890 

9,012,379 

5,499,080 

61.02 

38.98 

1891 

7,062,233 

3,823,003 

54.13 

45.87 

1892 

9,069.556 

5,562,651 

61.33 

38.67 

1893 

6,060,492 

4,064,638 

67.06 

32.94 

1894 

7,748,932 

4,902,474 

63.26 

36.74 

1895 

10,429,037 

6,400,761 

61.37 

38.63 

1896 

9,934,828 

6,166,236 

62.07 

37.93 

1897 

12,457,002 

7,354,828 

59.04 

40.96 

1898 

14,024,673 

8,183,015 

58.34 

41.66 

1899 

18,251,804 

11,278,611 

61.79 

38.21 

1900 

19,121,393 

11,865,000 

62.05 

37.95 

1901 

20,589,237 

12,896,234 

62.63 

37.37 

1902 

27,571,121 

16,982,545 

61.59 

38.41 

1903 

24,281,595 

15,005,089 

61.79 

38.21 

1904 

21,822,839 

13,425,922 

61.52 

38.48 

1905 

34,353,456 

22,047,000 

63.88 

36.12 

1906 

38,522,239 

23,738,146 

61.62 

38.38 

1907 

39,594,944 

24,952,468 

63.02 

36.98 

1908 

25,943,646 

15,856,860 

61.12 

38.88 

1909 

41,683,873 

25,647,250 

61.52 

38.48 

1910 

42,620,201 

26,151,861 

61.33 

38.67 

1911 

32,130,411 

21,465,463 

66.81 

33.19 

1912 

47,435,836 

29,494,478 

62.38 

37.62 

1913 

49,160,431 

30,682,992 

62.43 

37.57 

1914 

32,021,897 

20,338,098 

63.51 

36.49 

1915 

46,318,804 

29,409,668 

63.49 

36.51 

1916 

64,734,198 

38,926,930 

60.13 

39.87 

1917 

62,498,901 

34,200,642 

54.72 

45.28 


‘Includes Cleveland, Ashtabula, Conneaut, Fairport and Lorain. 




























































































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Representative Office Buildings of Cleveland 






















































BANKING STATEMENT 


Of National and Savings Banks Combined 


Year 

Capital 

Only 

Surplus and 
Undivided 

Profits 

Deposits 

Total 

Clearings 

1887 

$8,515,000 

$3,506,216 

$36,276,731 

$48,297,947 

$163,043,775 

1SSS 

8,560,000 

3,841,788 

40,452,531 

52,854,319 

164,335,988 

1889 

8,762,500 

4,249,426 

47,011,020 

60,022,946 

198,272,121 

1890 

10,019,460 

4,722,027 

51,951,960 

66,693,447 

264,470,453 

1891 

11,973,500 

5,759,701 

56,963,627 

74,696,828 

264,000,372 

1892 

13,194,300 

5,50S,778 

65,838,434 

84,541,512 

296,577,748 

1893 

13,342,347 

6,509,995 

60,603,241 

80,455,583 

267,885,797 

1894 

13,487,740 

6,504,130 

67,812,921 

87,704,791 

244,978,503 

1895 

14,628,900 

6,680,357 

69,756,562 

91,065,819 

299,784,645 

1896 

15,385,300 

7,115,320 

73,716,081 

96,216,701 

299,397,076 

1897 

15,659,250 

7,399,872 

87,272,585 

110,331,707 

317,454,607 

1898 

15,339,000 

7,242,407 

110,396,037 

132,977,444 

389,054,790 

1899 

16,283,750 

7,893,082 

129,108,327 

153,285,159 

518,638,767 

1900 

18,690,000 

9,479,889 

145,108,688 

173,287,577 

656,963,262 

1901 

24,770,350 

13,267,484 

164,565,780 

202,603,614 

702,958,642 

1902 

24,848,600 

14,208,256 

175,244,369 

214,301,225 

762,604,186 

1903 

25,278,887 

14,030,533 

181,225,473 

221,534,893 

802,198,631 

1904 

*21,052,913 

13,686,162 

194,727,517 

229,466,592 

694,092,849 

1905 

20,736,263 

15,297,773 

219,674,981 

255,709,017 

774,678,268 

1906 

21,361,613 

17,898,035 

232,788,350 

272,047,998 

837,548,334 

1907 

21,994,513 

19,510,315 

230,737,583 

272,242,411 

897,170,783 

1908 

20,655,925 

18,791,247 

228,716,702 

268,173,874 

729,846,710 

1909 

20,576,600 

18,655,160 

243,678,524 

282,910,284 

876,816,091 

1910 

20,777,225 

19,721,999 

258,738,416 

299,237,640 

1,000,857,952 

1911 

20,784,400 

20,910,789 

272,229,030 

313,924,219 

1,012,557,805 

1912 

22,788,250 

23,356,686 

292,284,053 

338,428,989 

1,150,397,652 

1913 

24,881,600 

23,969,277 

314,770,000 

363,620,877 

1,275,501,014 

1914 

23,485,400 

24,413,018 

318,054,362 

342,467,381 

1,237,568,572 

1915 

23,710,400 

25,935,759 

388,398,337 

414,334,096 

1,551,649,078 

1916 

24,910,400 

30,751,159 

488,563,735 

544,225,294 

2,473,916,082 

1917 

26,982,337 

31,470,863 

522,229,391 

580,682,591 

3,730,204,000 


^Decrease in capital since 1904 is due to consolidations. 



























■MM 







































































Hole! \)(Cior^ Hole I Cleveland 


)le Olmsted 


Hotel Qall 


Representative Hotels of Cleveland 



































COMPARATIVE STATISTICAL SUMMARY OF CLEVELAND 


1907-1917 


* 

1907 

1917 

Increase 

Per Cent 
of Increase 

Population to April 15th. 

§472,368 

§687,475 

215,107 

45.5 

Area (square miles). 

41.16 

56.65 

15.49 

37.6 

Assessed valuation, real property. 

J S176,819,230 

° $747,785,510 

$570,966,280 

322.9 

Number of establishments. 

*1,616 

12,346 

730 

45.2 

Capital invested in manufacturing . 

*$156,321,000 

f$312,967,444 

$156,646,444 

102. 1 

Value of manufactured products. 

*$171,924,000 

{$352,531,109 

$180,607,109 

105. 1 

Factory payroll. 

*$ 41,749,000 

f$ 92,909,888 

$ 51,160,888 

122.5 

Receipts of iron ore (Cleveland district) . 

1 24,952,468 

If 34,200,642 

1 9,248,174 

37.0 

Banking capital. 

$ 21,994,513 

$ 26,982,337 

$ 4,987,824 

22.6 

Bank deposits. 

$230,737,583 

$522,229,391 

$291,491,808 

126.3 

Banks, surplus and undivided profits. 

$ 19,510,315 

$ 31,470,863 

$ 11,960,548 

61.3 

Bank clearings (Cleveland Clearing Hous£ Assn.). 

$897,170,783 

$3,730,204,000 

$2,833,033,217 

315.7 

Building construction (estimated cost). 

$ 15,888,407 

$ 30,483,750 

$ 14,595,343 

91.9 

Street railway—number of passengers carried. 

136,252,561 

398,378,894 

262,126,333 

192.4 

Street railway — miles of track operated. 

Number of trunk hne railroads . 

245.05 

7 

384.36 

7 

139.31 

56.8 

Number of interurban railroads. 

5 

6 

1 

20.0 

Public schools—number. 

88 

116 

28 

31.8 

Public schools—teachers. 

1,823 

3,017 

1,194 

65.5 

Public schools — scholars (elementary) . 

63,064 

91,983 

28,919 

45.9 

Public schools—cost of instruction. 

$ 1,582,773 

$ 3,213,805 

$ 1,631,032 

103.0 

Senior High School Pupils (including Normal School). . . . 

5,253 

10,191 

4,938 

94.0 

Junior High School Pupils. 


5,236 

5,236 


Parochial Schools. 

45 

58 

13 

28.8 

Parochial School Pupils. 

18,711 

32,181 

13,470 

72.0 

Number of parks, playgrounds and boulevards . 

29 

52 

23 

79.3 

Acreage of public parks and playgrounds. 

1,692 

2,420 

728 

43.0 

Miles of streets. 

651 

917 

266 

40.9 

Miles of paved streets. 

328 

603 

275 

83.8 

Miles of sewers. 

507.79 

791.93 

284.14 

55.9 

Water — daily capacity of waterworks (gallons) . 

115,000,000 

260,000,000 

145,000,000 

126. 1 

Water—daily average consumption (gallons) . 

58,880,350 

103,882,227 

45,001,877 

76.4 


§ Estimated by U. S. Census Bureau Method. * 1904 ° 100% basis. Bank Resources, 3611,716,362.56. 

t 1914 (Last U. S. Census of Mfrs.) t 60% basis H Gross tons. Bank Clearings (1918) 34,339,779,431.84. 

Latest Available Statistics, Jan. 1, 1919 Bank Deposits, 3516,490,289,24. 
Population (estimated), 869,831. 


















































































Proposed Union Passenger Terminal Now Building on 


Public Square, Cleveland 









































































































































































Officers and Directors of 

THE CLEVELAND CHAMBER OF COMMERCE 

1918-1919 

Hon. Myron T. Herrick .... President 

F. W. Ramsey.1st Vice President 

Paul L. Feiss.2nd Vice President 

F. H. Goff.Treasurer 

Munson Havens.Secretary 

E. E. Allyne E. S. Burke, Jr. Arch C. Klumph 

Amos N. Barron Alvah S. Chisholm J. R. Kraus 

Alva Bradley E. C. Henn Minot O. Simons 

John G. Jennings 











































Officers and Executive Committee 

THE MANUFACTURERS AND WHOLESALE MERCHANTS BOARD 
OF THE CLEVELAND CHAMBER OF COMMERCE 

1918-1919 


Frank H. Clark 
A. R. Warner . 
J. C. McHannan 
Saml. R. Mason 


. . . President 
Vice President 
. . .Treasurer 
. . . Secretary 


George W. Barnes 
E. A. Dodd 
C. L. Fish 
Louis N. Gross 


Magnus Haas 
E. T. Holmes 
H. E. Hulburd 
R. S. Joseph 


W. H. Kelly 
H. M. Lucas 
George H. Miller 
Hunter Morrison 


Munson Havens, Ex-officio 


Edward Bower, Ex-officio 

























Foreign Trade Committee 

THE CLEVELAND CHAMBER OF COMMERCE 

1918-1919 

A. E. Ashburner (Chairman) William Wayne Chase (Vice Chairman) 

Charles C. Chopp Davis Hawley, Jr. L. P. Sawyer 

E. R. Fancher E. P. Lenihan H. F. Seymour, V. P. 

A. Ward Fenton, Jr. G. E. Morgan W. J. Urquhart 

F. K. Fetters Phil T. Pastoret J. C. Wallace 

D. W. Frackelton F. L. Roberts A. R. Warner 


























V* 1 










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